Internal combustion engine



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HMM f Dec. 8, 1931. A. SCHWARZ INTERNAL COMBUSTION ENGlINE Filed March l, 1930 2 Sheets-Sheet 2 z., hw m atentecl Dec. 8, 1931I UNITED STATES PATENT oFF;

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MFRED SGHWARZ, 0F 'UPPER KONTCLAIR, NEW JERSEY, .ASS\IGNOIB.,- :BY M ESN'E .A8- .SIGNMIENTB, T0 HOLLOYT IOTOBB CORPORATION, OF NEW YORK, N. Y., A CORPORA- TION 0F DELAWARE INTERNAL OOIBUSTION ENGINE Appunti@ mea man 1, leso. serial nu. 432,478.

power piston and an auxiliary pistonoppoi sitely disposed with respect to the power piston, the said auxiliary piston being either positively operated by mechanism driven in suitable timed relation to the movements of the main piston or operated by the aforementioned application and partly a combustion and restrict the fire to but a continuation in part. For this reason, the primary object of this invention is to provide an en ne which will operate with .a very high t ermal eiliciency.

A further object of the invention is to 1ncrease the thermal eiliciency of an internal combustion engine by providing an effective pressure which will not be excessive at its maximumv and will be maintained for a longer period of time in order to complete ortion oi the entire power or firing stroke o the piston. y

Another object of the invention is to provide an internal combustion engine with suitable mechanism which will maintain relatively high pressures for a material length oi time during the power stroke of the piston in order to accomplish complete combustion and still avoid detonation, the said mechanisin achieving a cushioning of the explosion at its 4maximum ressures b permitting greater explosion ci] the gases. uring the period when the piston is at the top of the ignition or power stroke ofthe engine where the piston speed is very low and by maintaining the pressure constant or nearly constant during a portion of the downward power stroke of the piston whereby complete combustion is accomplished.

Still another object of the invention is to convert nearly all of the heat units generated during the combustion of the fuel into kinetic energy and thereby minimize the heating of the engine and the artificial cooling necessary to maintain an eiiicient lrunning temperature.

An additional object of the invention is to provide an internal combustion engine, having a power-piston of a conventional type, that is one which is reciprocated within a cylinder during the various strokes of a complete cycle, with mechanism which will maintain-mean effective pressure for a longer period of time and which .will avoid excessive initial pressure.

Other objects and advantages of the invention will be apparent during the course of the following description: i

In the accompanying drawings forming a part of this specification and in which like numerals are employed to designate like parte throughout the same,

Figure 1 is an elevational view, partly in `section of a portion of an internal combustion engine embodying this invention,

Figure 2 is a y transverse sectional view taken on line 2 2 of Fig. l,

Figure 3 is a sectional view taken on line 3 3 of Fig. 1, ,v

-Figure 4 is a similar view to Fig. 1 but diszloses a modified form of the invention, an

Figure 5 is a sectional view taken on line 5-5 of Fig. 4.

For the purpose of enabling one skilled in the art to quickly arrive at a general understandin of the mechanism embodying this inventlon and the operation of the same, the two different forms of devices disclosed vbest in Figs. 1 and 4 will be described as main or power piston of a complete engine assembly. Portions of the engine not ma terial to a complete disclosure of this invention have been omitted for the sake of 5 brevity. Associated with each piston is a connecting rod structure B by means of which the piston is attached to a crank shaft C. Durmg the normal operation of the crank shaft, the piston A is reciprocated within a cylinder not shown, to provide the desired number of strokes per cycle. It is believed that this form of mechanism is best adapted for the four stroke cycle type of engine, although I do not desire to be limited to such a use. The connecting rod structure B permits relative movement of the piston A with respect to the crank C either 1n accordance with certain pressure conditions created in the combustion chamber or in acm cordance with the timed movement'of an actuating mechanism whereby .a mean effective pressure may 'be maintained during a lnger (period of time for each complete cycle to avoi excessive initial pressure at the igni- 2 5 tion period in order to complete combustion and restrict the fire to but a ortion of the entire power or firing stroke o the piston.

For the purpose of makin a more complete disclosure of the two iferent forms of the invention, a detailed description of each now will be given:

Referring iirst to the form disclosed in 1 to 3, inclusive, the piston A is provi ed with a connecting rod 10 which is forked or bifurcated at 11 to form the parallel branches 12. The innery lon 'tudinal edges of these branches are rovi ed with ribs 13 which are received wit in grooves 14 formed in the longitudinal sides of the two- 4. part bearin structure 15 connected directly to the cran shaft C. The lower part 16 of this bearin member 15 is connected to the upper part 1% by means of bolts 18 which extend through suitable holes formed' in portions of said parts. These bolts have threaded thereon nuts 19 by means of which the bearing parts are retained tightly .drawn tol gether. The rib and groove connection between the forked or bifurcated end 11 of the v' connectin rod and the bearing member 15 ermits o sliding guided relative movement tween the bearing structure and' the piston rod. l

Tha-depending end portions of the lower part 16'\,of the bearin are provided with orizontally or lateral extending feet 20 which have'extending t erethrough rods 21. These rods also slidably extend through bearing portions 22 formed on the lower ends '50 of the branches 12 of the connecting rod. The upper ends of the bolts 21 pass through a brace 23 which is suitably apertured at 24 to receive the connecting rod 10. The bolts are connected to the brace 23 by means of "5 adjusting nuts 25 which function to adjustablyitensicn spring means about to be described.

Encirclin the bolts 21 between the feet 2O and the caring portions 22 are springs 26 whichare maintained under compression by a secondy set of springs 27 which encircle the bolts 21 between the bearing portions 22 and the adjustable nuts 25. These springs 26 and 27 work in opposition to each other and are balanced or adjusted so as to maintain the piston A in a normal relative position withrespect to the crank shaft C.

It is to be understood that during the normal operation of the crank shaft C, the iston will be reciprocated within its cylin er. During the upward compression stroke of the piston, no relative movement occurs between the piston and crank shaft. Upon reaching the limit of its upward movement, the ignition period occurs and the charge of fuel is explodedn.` The springs 26 will be of suiicient strength oriunder proper compression to permit the piston to move downwardly relative to the crank shaft C at the time of explosion and consequently the period of maximum pressure to produce a desired mean eii'ective pressure. During the movement of the crank shaft which normall would result in the initial portion of the dsbwnward movement of the piston on the power stroke, the piston A will remain substantially stationary for the purpose of maintaining this mean effective pressure for a greater length of time. As the crank continues its movement, the sprin 26 will expand until balanced by the sprlngs 27 when the movement of the crank C will be directly conveyed to the piston A and the latter will assume its normal downward movement under the influence of the expanding gases in the combustion chamber.

It therefore will be seen that the springs 26 and 27 will permit the piston A to move under the influence of the ex anding gases at the time of ignition to re uce the maximum pressure to a vdesired mean effective pressure and these compression springs will otherwise function to maintain the piston A at its normal relative position with respect to the crank shaft C.

In the form of the invention shown in Figs. 4 and 5, the piston A is provided with a connecting rod 30 which is forked or bifurcated at its lower end 31 to form the branches.

These depending branches have their inner edges formed with ribs 33 which kare received within grooves 34 formed in the outer sides of the bearing portion 35 which is connected to the crank C. This bearing 35 is provided with a lower part 36 and an upper part 37, the said parts being connected by bolts 38.

The depending side portions 39 erally proj ecti the bolts 41.

lhave latno' feet 40 through which pass 'fhe upper ends of these bolts are slidably received within bearing portions 42 formed on the branches 32 of the connecting rod 30. Compression springs 43 encircle the bolts 41 and are interposed between the feet 40 and the bearing portions 42. Suitable nuts 44 and 45 are connected to the opposite ends of the bolts 41 and function to vary the tension on the sprin 43.

'A cam shaft 46 is intended to be mounted in suitable bearings, not shown, so that it will be arranged in parallelism with the axis of rotation of the crank shaft C. This cam shaft 46 is provided with any desired form of cam larm 47 which engages a cam roller 48 loosely arm 47 of the cam shaft 46, whlch is opof a piston during the erated in suitable timed relation with respectto the rotation of the crank shaft C, en ages thecam roller 48 for causing relative ownward movement of the piston A with respect to the crank shaft C. This relative down ward movement of the iston causes the springs 43 to be compresse beyond their normal state of com-pression. As the crank con tinues to rotate, the degree of compression o f the springs 43 will be reduced until the bolts 44 and 45 enga e their associated surfaces of the bearing an connecting rod when the piston A will move downwardly with the crank C in accordance with the normal movement wer stroke. This downward movement o the piston carries the cam roller 48 away from the cam arm 47 and'. the said cam arm referably will not again" enga e the cam rol er 48 until the ignition perio recurs.

47 acts as a back stop, kee ing the piston lfrom going higher ythan the imit imposed upon it by the cam. The movement of the connecting rod at various angles is easily taken care of by simply shaping the underside 'of cam 47 to conform with the circular l movement of the crank, as shown in Fig. 4.

Only the underside of the cam contacts with A lroller 48 and only for the top part of thel stroke. The connecting rod moves in the direction of cam shaft 46 or to the right in the illustration of Fig. 4.

.It is believed that a complete understand- ,'ing now will' be had of the detail features of construction disclosed in the various gures and the manner in which .thetwo forms of the invention willoperat. f

It is to be understood that the forms of this invention herewith shown and described are to be taken as preferred examples of the same, and that various changes in the shape, size, and arrangement of parts may be resorted to without departing from the spirit of the invention or the scope of the subjomed claims.

Having thus. described the invention, I claim: e

1. An internal combustion engine including a crank shaft, a bearing structure connected to the crank shaft,A a plston, a connecting rod for the piston, said connecting rod having a forked end, and `ieldable means interposed between said for ed end and the bearin structure for connecting the connecting rod and the crank shaft.

2. An internal combustion engine includin a piston a connecting rod for the piston, a orked end on said connecting rod, a crank shaft, a bearing structure mounted on vthe crank shaft, rib and groove guiding means be tween said forked end and the bearing structure, and spring means inter osed between the said forked-end and the ring structure. A

3. An internal combustion engine includn a crank shaft, a bearing structure connect to the crank shaft, a piston, a connecting rod for the piston, said connecting rod havin a forked end, yieldable means interposed ietween said`forked end and the bearlng structure for connecting the connecting rod and the crank shaft, and cam means for causin relative movement between the piston an the crank shaft.

4.1An internal combustion engine including a piston, a connecting rod for the piston, a' forked end on said connecting rod 'a crank shaft, a bearing structure mounted on the crank shaft, rib and groove guiding means between said forked end and the bearing structure, s ring means interposed between the said for ed end and the bearing structure, and cam means for causin relative vmovement between the piston an the crank shaft.

5. .An internal combustion engine including a piston, a crank shaft, a connecting rod for the piston, a bearing structure for the crank shaft, yieldable means interposed be tween the connectin rod and the bearing structure, a cam sha t arranged in parallelism with the axis of rotation of the crank shaft, a cam arm on said cam shaft, and a cam roller mounted on the connecting rod and engageable by the cam arm for causing relative movement of the piston with respect to the crank shaft during certain portions of a complete cycle of operation.

In testimony whereof I aix m si ature.

ALFED soflwilnz. 

